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OCCheetos

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  1. Those numbers don't appear in any of the API methods I'm aware of (even the undocumented ones), so I would presume that they're placeholders. The developer has also indicated that vehicle searches are not possible with OC Transpo's API, which also supports that theory.
  2. I'm not familiar with that. You can get the ID of a trip, but there is no relation to the vehicle that was assigned to the trip. It gives some details about the bus like the type, length, and whether it has a bike rack but it's never been 100% accurate and it can't be used to uniquely identify a vehicle. It's also currently unable to differentiate the XE40s from other buses.
  3. OC Transpo doesn't provide any vehicle identifiers (of any kind) through their API.
  4. My understanding is that the the radius of the curve isn't the issue, it's the the profile of the rail head in conjunction with the curves. It causes excessive contact between the rail and the wheel flanges. There's nothing atypical about the curves on our LRT, and you can find plenty of examples of tight curves like this on other systems (like the TTC's Line 1 near Union, or on the SkyTrain near Main Street-Science World). A different vehicle wouldn't help much. There were also a number of design constraints that led to the curves that we have. e.g. needing to cross Riverside, the existing VIA tracks, avoiding the Hurdman pumping station, the position of Hurdman Station, the existing Lees bridge, etc.
  5. OC Transpo hasn't really done anything here. The Transsee developer has simply integrated OC Transpo's existing API with their site. I don't think it's likely. The developer used an undocumented method in the API to display the early/late status of a bus, and although it's still possible to determine that by comparing the data in the API to the schedule, I don't think the developer has any intention of developing their app further. I saw they were trying to sell off the app a while back. As for the bus type, that's on OC Transpo. It still works here and there, but for many buses that info is no longer provided. I'm not 100% sure why, but I assume the internal migration between dispatch systems that has been ongoing is related.
  6. It's in the hands of city council now, but it's looking less and less likely that they will be restored (as they were, anyway) as time goes on. It's unlikely that council will increase transit funding just to restore these routes, but perhaps service will be restructured and most of these routes will be replaced with more local service.
  7. The vehicles have a top speed of about 100km/h. Along the current part of the line I believe the top track speed is 90km/h in some stretches, with trains usually getting up to 80km/h. (namely between Lees and uOttawa, Parliament and Lyon, and Bayview and Tunney's). The trains will definitely be able to get up to some high speeds on the way to Orleans.
  8. There was an independent certifier for Stage 1, in addition to the city and RTG.
  9. Councilor Fleury has tweeted out a map of the proposed changes: In summary: The 16 is eliminated and replaced with extensions of the 11 and 18. The 11 is rerouted around Queen/O'Connor/Slater and the 10 serves Elizabeth-Bruyère via Dalhousie->Bruyère->Sussex & Mackenzie
  10. The line is open later on Friday and Saturday nights compared to every other day. The line closes earlier on Sunday anyway, so this minimizes the amount of service that is disrupted.
  11. Councilor Menard's ward has sent out an email with details of a potential change to the routes 10, 11, and 16. I've quoted the email's text below:
  12. Given the current reported state of the yard, I think it's unlikely it will be. (It's a bit of a mess).
  13. On the topic of trolley buses, in the video posted on the previous page they explained that they did a comparative analysis on three different modes of electrification for the future Baseline BRT: trolleybuses, on-street charging (i.e. overhead charging at stations), and in-garage charging. The assessment showed that over a 15 year lifecycle, trolleybuses would be 40% more expensive while the other two modes are similar in cost. Ultimately, they are leaning towards in-garage charging for the long term since battery capacity is expected to improve. Realistically, with the way battery technology has evolved in the past decade I don't see how it'd be economical to go with trolleybuses if they are going to cost significantly more for no real benefit, unless there are other advantages I'm not thinking of.
  14. In today's Transit Commission meeting, I believe it was noted by Renée Amilcar that the next purchase of electric buses has been scaled back from 74 to 26 following the Auditor General's recommendations from a couple of months ago.
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